U.S. patent application number 11/570029 was filed with the patent office on 2008-01-17 for transmission element for parallel hybrid traction chain.
This patent application is currently assigned to PEUGEOT CITROEN AUTOMOBILES SA. Invention is credited to Lionel Chapelon, David Pierre.
Application Number | 20080015085 11/570029 |
Document ID | / |
Family ID | 34946634 |
Filed Date | 2008-01-17 |
United States Patent
Application |
20080015085 |
Kind Code |
A1 |
Chapelon; Lionel ; et
al. |
January 17, 2008 |
Transmission Element For Parallel Hybrid Traction Chain
Abstract
The invention concerns an element comprising a rotary input
member (15), a motion output member (19), an electrical machine
(14) including a stator (27) and a rotor (26), a first connecting
clutch (89A) between the input member (15) and an intermediate
member (83) rotating about a first axis (X-X'). The intermediate
member (83) is connected in rotation to the rotor (26), and a
second connecting clutch (89B) is positioned between the
intermediate member (83) and the output member (19). Said element
further comprises a casing (21) defining a housing (69) wherein are
coaxially and concentrically mounted the first and second
connecting clutches (89A, 89B). The axis of rotation (Y-Y') of the
rotor (26) is separate from the first axis (X-X') and transmission
means (121, 123, 135) connect in rotation the rotor (26) and the
intermediate member (83). The invention is applicable to motor
vehicle engine-transmission units.
Inventors: |
Chapelon; Lionel; (Le Mont
Saint Adrien, FR) ; Pierre; David; (Ruiel Malmaison,
FR) |
Correspondence
Address: |
NICOLAS E. SECKEL;Patent Attorney
1250 Connecticut Avenue, NW Suite 700
WASHINGTON
DC
20036
US
|
Assignee: |
PEUGEOT CITROEN AUTOMOBILES
SA
Velizy-Villacoublay
FR
78140
|
Family ID: |
34946634 |
Appl. No.: |
11/570029 |
Filed: |
May 31, 2005 |
PCT Filed: |
May 31, 2005 |
PCT NO: |
PCT/FR05/50394 |
371 Date: |
December 4, 2006 |
Current U.S.
Class: |
477/6 ; 180/366;
903/912 |
Current CPC
Class: |
F16D 25/10 20130101;
Y10S 903/951 20130101; B60K 6/547 20130101; B60K 6/387 20130101;
Y10T 74/19014 20150115; F16D 2048/0203 20130101; Y10T 477/27
20150115; Y02T 10/6221 20130101; Y10S 903/912 20130101; B60K 6/40
20130101; B60K 6/48 20130101; F16D 48/0206 20130101; Y02T 10/62
20130101 |
Class at
Publication: |
477/006 ;
180/366; 903/912 |
International
Class: |
B60K 6/387 20071001
B60K006/387; B60K 6/40 20071001 B60K006/40; B60K 6/48 20071001
B60K006/48 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 3, 2004 |
FR |
0406028 |
Claims
1. Transmission element for a traction chain of the parallel hybrid
type, in particular for motor vehicles, said element comprising an
input member movable in rotation, intended to be connected to a
thermal engine, a movement output member intended to be connected
to an input shaft of a gear box, an electrical machine comprising a
stator and a rotor, a first connecting clutch between the input
member and an intermediate member movable in rotation about a first
axis, the intermediate member being connected in rotation to the
rotor, a second connecting clutch between the intermediate member
and the output member, wherein the transmission element comprises a
casing comprising a first half-shell supporting the input member
movable in rotation and a second half-shell supporting the gear box
shaft movable in rotation, the first and second half-shells
defining a housing in which the first and second connecting
clutches are mounted coaxially and concentrically, in that the
rotation axis of the rotor is distinct from the first axis, and in
that the transmission means connect in rotation the rotor and the
intermediate member.
2. Transmission element according to claim 2, wherein the rotation
axis of the rotor is parallel to said first axis.
3. Transmission element according to claim 2, wherein the
electrical machine has a shape elongated along the rotation axis of
the rotor.
4. Transmission element according to claim 1, wherein the
electrical machine is outside of said housing and the rotor is
integral in rotation with a coupling member in said housing.
5. Transmission element according to claim 3, wherein the
transmission means comprise a first toothed wheel integral with a
radial surface of the coupling member, a second toothed wheel
integral with a radial surface of the intermediate member, and a
transmission chain which connects the first and second toothed
wheels.
6. Transmission element according to claim 1, wherein the
intermediate member is in the shape of a hub extending
perpendicularly to the first axis, this hub comprising, on an
upstream face, an external axial ring in rotational linkage with
the first clutch, an internal axial ring in rotational linkage with
the second clutch, this hub being mounted movable in rotation about
the first axis on a distributors fixed to the casing.
7. Transmission element according to claim 1, wherein the input
member is formed by a disc extending perpendicularly to the first
axis, this disc comprising, on an upstream face, an upstream axial
ring equipped with flutes for linkage with a damping flywheel
connected to the thermal engine, and on a downstream face, a
downstream axial ring in rotational linkage with the first
clutch.
8. Transmission element according to claim 1, wherein the output
member is formed by a disc extending perpendicularly to the first
axis, this disc comprising, on a downstream face, an internal axial
ring equipped with flutes for linkage with a gear box input shaft,
and an external axial ring in rotational linkage with the second
clutch.
9. Transmission element according to claim 1, wherein the input
member, the first and second clutches, the intermediate member, and
the output member are part of a module arranged as one unit in the
housing.
10. Transmission element according to claim 1, wherein the first
and second clutches are of the wet type, the housing being closed
in a sealed manner with respect to a lubrication and cooling
fluid.
11. Transmission element according to claim 10, wherein the first
clutch comprises a first series of discs in rotational linkage with
the input member and a second series of discs in rotational linkage
with the intermediate member, the discs of this second series being
disposed between the discs of the first series, the first and
second series of discs being movable in axial translation under the
action of an actuating piston disposed in a housing of the
intermediate member.
12. Transmission element according to claim 10 wherein the second
clutch comprises a first series of discs in rotational linkage with
the intermediate member and a second series of discs in rotational
linkage with the output member the discs of the second series being
disposed between the discs of the first series, the first and
second series of discs being movable in axial translation under the
action of an actuating piston disposed in a housing of the
intermediate member.
13. Transmission element according to claim 10, wherein the first
and second clutches comprise each a return member in open position
of these clutches.
14. Transmission element according to claim 10, which comprises
further a hydraulic circuit for selective control of the closing of
the first and second clutches.
15. Motor vehicle comprising a traction chain of the parallel
hybrid type, said traction chain comprising a thermal engine, a
gear box, and a transmission element according to claim 1
connecting the thermal engine and the gear box.
Description
[0001] The present invention concerns a transmission element for a
traction chain of the parallel hybrid type, in particular for motor
vehicles.
[0002] By parallel hybrid traction chain, it is meant a traction
chain providing to a wheel shaft a mechanical energy from at least
one engine of the "irreversible" type (in general, a thermal
engine) and at least one engine of the "reversible" type (in
general, an electric motor). In this type of chain, the energy node
which comes from these two engines has a mechanical nature.
[0003] Such traction chains are known (FR 2 814 121), which
comprise a thermal engine, a transmission element, and a gear box,
whose input is connected to a transmission element and whose output
is connected to a wheel shaft.
[0004] The transmission element comprises further an electric motor
as well as a first connecting clutch between the thermal engine and
the electric motor, and a second connecting clutch between the
electric motor and the gear box. The first and second clutches are
of the wet type.
[0005] Such hybrid traction chains are not fully satisfactory.
[0006] Indeed, the transmission element which integrates the
electric motor and the two connecting clutches to the thermal
engine and to the gear box, respectively, is not intended to be
easily interchangeable with a simple clutch of the type used in the
standard thermal engine traction chains.
[0007] More precisely, the integration of such a transmission
element in a standard traction chain requires shifting the thermal
engine and/or the gear box, which causes the modification of
numerous parts in the engine compartment.
[0008] Taking into account the small number of hybrid drive
vehicles produced at present, the cost of these traction chains is
consequently extremely high, as compared to the cost of a traction
chain of a standard drive engine-transmission unit.
[0009] An objective of the invention is thus to propose a
transmission element having a small size which can substitute
itself for the simple clutch of a standard mono-source traction
chain to form a traction chain of the parallel hybrid type, without
major modification of the other elements of the traction chain.
[0010] An object of the invention is thus a transmission element
for a traction chain of the parallel hybrid type, in particular for
motor vehicles, said element comprising an input member movable in
rotation, intended to be connected to a thermal engine, a movement
output member intended to be connected to an input shaft of a gear
box, an electrical machine comprising a stator and a rotor, a first
connecting clutch between the input member and an intermediate
member movable in rotation about a first axis, the intermediate
member being connected in rotation to the rotor, a second
connecting clutch between the intermediate member and the output
member, characterized in that it comprises a casing comprising a
first half-shell supporting the input member movable in rotation
and a second half-shell, the first and second half-shells defining
a housing in which the first and second connecting clutches are
mounted coaxially and concentrically, in that the rotation axis of
the rotor is distinct from the first axis, and in that the
transmission means connect in rotation the rotor and the
intermediate member.
[0011] According to other characteristics of the invention, taken
alone or according to all combinations that are technically
possible: [0012] the rotation axis of the rotor is parallel to said
first axis; the electrical machine has a shape elongated along the
rotation axis of the rotor; [0013] the electrical machine is
outside of said housing and the rotor is integral in rotation with
a coupling member in said housing; [0014] the transmission means
comprise a first toothed wheel integral with a radial surface of
the coupling member, a second toothed wheel integral with a radial
surface of the intermediate member, and a transmission chain which
connects the first and second toothed wheels; [0015] the
intermediate member is in the shape of a hub extending
perpendicularly to the first axis, this hub comprising, on an
upstream face, an external axial ring in rotational linkage with
the first clutch, an internal axial ring in rotational linkage with
the second clutch, this hub being mounted movable in rotation about
the first axis on a distributor fixed to the casing; [0016] the
input member is formed by a disc extending perpendicularly to the
first axis, this disc comprising, on an upstream face, an upstream
axial ring equipped with flutes for linkage with a damping flywheel
connected to the thermal engine, and on a downstream face, a
downstream axial ring in rotational linkage with the first clutch;
[0017] the output member is formed by a disc extending
perpendicularly to the first axis, this disc comprising, on a
downstream face, an internal axial ring equipped with flutes for
linkage with a gear box input shaft, and an external axial ring in
rotational linkage with the second clutch; [0018] the input member,
the first and second clutches, the intermediate member, and the
output member are part of a module arranged as one unit in the
housing; [0019] the first and second clutches are of the wet type,
the housing being closed in a sealed manner with respect to a
lubrication and cooling fluid; [0020] the first clutch comprises a
first series of discs in rotational linkage with the input member
and a second series of discs in rotational linkage with the
intermediate member, the discs of this second series being disposed
between the discs of the first series, the first and second series
of discs being movable in axial translation under the action of an
actuating piston disposed in a housing of the intermediate member;
[0021] the second clutch comprises a first series of discs in
rotational linkage with the intermediate member and a second series
of discs in rotational linkage with the output member, the discs of
the second series being disposed between the discs of the first
series, the first and second series of discs being movable in axial
translation under the action of an actuating piston disposed in a
housing of the intermediate member; [0022] the first and second
clutches comprise each a return member in open position of these
clutches; and [0023] it comprises further a hydraulic circuit for
selective control of the closing of the first and second
clutches.
[0024] Another object of the invention is a motor vehicle
comprising a traction chain of the parallel hybrid type, said
traction chain comprising a thermal engine, a gear box, and a
transmission element as described above.
[0025] The invention will be better understood by reading the
following description, given as an example and made in reference to
the annexed drawings in which:
[0026] FIG. 1 is a schematic view in axial cross-section of a
transmission element according to the invention;
[0027] FIG. 2 is a view of a detail of FIG. 1; and
[0028] FIG. 3 is a schematic view of the hydraulic control and
lubrication/cooling circuits of the transmission element according
to the invention.
[0029] FIG. 1 shows a transmission element according to the
invention, intended to connect a crankshaft 11 of a thermal engine
to a gear box input shaft 13.
[0030] This transmission element comprises an electrical machine
14, an input member 15 movable in rotation about a first axis X-X',
a movement output member 19 movable in rotation about the first
axis X-X', and a clutch casing 21.
[0031] The axis X-X' is oriented from the input toward the output
to facilitate the following description.
[0032] The terms "upstream," "downstream," "axial," and "radial"
will be understood by reference to this orientation.
[0033] The crankshaft 11 of the thermal engine is equipped with a
flywheel 22, and is connected to the input member 15 by a damping
device 23.
[0034] The input shaft 13 of the gear box (designated by "primary
shaft" or in this text by "gear box shaft") is mounted movable in
rotation about the axis X-X'. It comprises on its external radial
face a fluted portion 25 which cooperates with the output member
19.
[0035] The electrical machine 14 comprises a rotor 26 and a stator
27. The rotor 26 is disposed according to an axis Y-Y' parallel to
the first axis X-X', away from this first axis X-X', and outside
the clutch casing 21.
[0036] This electrical machine 14 has a shape elongated along the
axis Y-Y' such that the length of the electrical machine 14, taken
along the direction Y-Y', is higher than its diameter, taken along
a direction perpendicular to the axis Y-Y'.
[0037] This disposition is particularly adapted to optimize the
dimensions of the engine-transmission units which are transversally
disposed with respect to a longitudinal direction of the
vehicle.
[0038] As illustrated on FIG. 2, the input member 15 is in the
shape of a disc which extend perpendicularly to the axis X-X'. A
central bore 33 along the axis X-X' passes through it. It comprises
first and second upstream rings 35 and 37 on the upstream face and
a downstream ring 39 on the downstream face, which extend along
directions parallel to the axis X-X'.
[0039] The upstream end of the gear box shaft 13 is positioned in
the central bore 33. The first upstream ring 35 delimitates
circumferentially this bore 33. The internal radial face of this
first upstream ring is equipped with a circumferential housing
41.
[0040] The input member 15 is mounted free in rotation about the
axis X-X' on the gear box shaft 13 by means of a rolling bearing 43
whose external ring is supported in the circumferential housing 41
and the internal ring is supported on the gear box shaft 13.
[0041] A sealing lid 45 is fixed in application on the external
radial face of the first circumferential ring 35 to close the bore
33 on the upstream side.
[0042] The second upstream ring 37 comprises a fluted internal
radial face 47 which cooperates with flutes on a facing external
surface of the damping device 23 fixed to the flywheel 22 with
which the crankshaft 11 is equipped.
[0043] The output member 19 is in the shape of a disc which extends
perpendicularly to the axis X-X'. It comprises on its downstream
face an external downstream ring 61 and an internal downstream ring
63 which extend according to directions parallel to the axis
X-X'.
[0044] This internal downstream ring 63 is equipped on its internal
radial face with flutes which cooperate with the fluted portion 25
of the gear box shaft 13, as described above.
[0045] By reference to FIG. 1, the clutch casing 21 is constituted
essentially by a first half-shell 65 and by a second half-shell 67,
assembled by fixation means (not shown) distributed on the
periphery of the carter 21. The two casing half-shells 65 and 67
delimitate internally a housing 69.
[0046] A central bore 71 passes through the first half-shell 65
along the axis X-X'. By reference to FIG. 2, the first and second
upstream rings 35 and 37 of the input member 15, as well as the
upstream end of the gear box shaft 13, protrude into this bore
71.
[0047] Further, a gasket 73 is mounted in application, on the one
hand, on the external face of the second upstream ring 37 of the
input member 15, and on the other hand, in a circumferential
housing 75 of the first half-shell 65.
[0048] By reference to FIG. 1, a bore 77 passes through the second
half-shell 67 along the axis X-X', the gear box shaft 13 being
mounted movable in rotation about the axis X-X' via a rolling
bearing 79 in this bore.
[0049] Further, the second half-shell is equipped with a sleeve 81
through which a bore along Y-Y' passes.
[0050] The housing 69 defined by the two half-shells 65 and 67
contains an intermediate member 83, a coupling member 85 to the
rotor 26 of the electrical machine 14, a hydraulic distributor 87,
a first clutch 89A between the input member 15 and the intermediate
member 83, and a second clutch 89B between the intermediate member
83 and the output member 19.
[0051] The intermediate member 83 is formed essentially by a hub.
As illustrated on FIG. 2, the upstream face of this member 83
comprises successively, along a radial direction from the outside
toward the axis X-X', an external upstream ring 91, an internal
upstream ring, and a support ring 95, which extend parallel to the
axial direction toward the upstream side.
[0052] The support ring 95 is supported on the hydraulic
distributor 87 by means of two smooth bearings 97. Thus, the
intermediate member 83 is mounted movable in rotation about the
axis X-X' with respect to the hydraulic distributor 87.
[0053] This member 83 comprises further a first piston housing 99
which extends radially between the external ring 91 and the
internal ring 93 and a second piston housing 101 which extends
radially between the internal ring 93, and the support ring 95.
[0054] The intermediate member 83 comprises further on its external
radial face a toothed tangential wheel 121 for linkage with the
coupling member 85.
[0055] The coupling member 85 (FIG. 1) comprises a toothed wheel
123 mounted movable in rotation about the axis Y-Y' by means of
rolling bearings 124 supported on the external radial faces of the
sleeve 81.
[0056] The coupling member 85 comprises further an output shaft 127
mounted integral with the toothed wheel 123. A gasket 129 is
disposed between this output shaft 127 and the sleeve 81. The
output shaft 127 comprises further an upstream portion 130 outside
of the sleeve 81.
[0057] The external radial surface of the upstream portion 130 of
the output shaft 127 comprises a fluted zone.
[0058] This fluted zone cooperates with a fluted axial housing 133
in the rotor 26 such that the rotor 26 and the coupling member 85
are integral in rotation.
[0059] Further, the teeth of the toothed tangential wheel 123 of
the coupling member 85 and of the toothed wheel 121 of the
intermediate member 83 are in the same rotation plane,
perpendicular to the axes X-X' and Y-Y'.
[0060] A chain 135 of the "morse" type, of which a first portion
cooperates with the toothed wheel 123 of the coupling organ 85 and
a second portion cooperates with the toothed tangential wheel 121
of the intermediate member 83, connects these parts in
rotation.
[0061] The hydraulic distributor 87 is constituted by a sleeve
which extends axially along the axis X-X'. the downstream base of
this sleeve is blocked between the second half-shell 67 of the
casing 21 and the gear box shaft 13. A double gasket 131 is
disposed between this sleeve and the gear box shaft 13.
[0062] Further, this sleeve is fixed on the second half-shell 67 by
means of screws 133.
[0063] As shown on FIG. 2, the first clutch 89A is constituted by a
first series of discs 151A linked in rotation to the downstream
ring 39 of the input member 15 by axial flutes and a second series
of discs 153A linked in rotation to the external upstream ring 91
of the intermediate member 83 by axial flutes. It comprises further
a first piston 155A and an elastic element 157A.
[0064] The first and second discs 151A and 153A are interleaved in
an alternated manner and are movable axially on the downstream ring
39 of the input member 15 and on the external ring 91 of the
intermediate member 83, respectively.
[0065] An upstream stop 159A, integral with the external ring 91 of
the intermediate member 83, limits the axial displacement of the
first and second discs 151A and 153A toward the upstream side.
[0066] The first piston 155A has a first support surface on the
second series of discs 153A and a second support surface facing the
bottom of the first housing 99. The first piston 155A closes the
first housing 99 in a sealed manner.
[0067] The elastic element 157A is supported, on the one hand, on a
surface of the piston opposite the second surface, and on the other
hand, on a support 161A integral with the internal ring 93 of the
intermediate member 83.
[0068] At rest, the elastic element 157A, constituted, for example,
by a helical spring, or a diaphragm, or an elastic washer,
maintains the second support surface of the first piston 155A in
contact with the bottom of the housing 99. The first clutch 89A is
thus naturally in open position, i.e., in unclutched position.
[0069] This clutch 89A is of the "wet" type. The first piston 155A
is movable by axial sliding toward the upstream when the control
fluid which flows into the first housing 99 applies a hydraulic
pressure on the piston 155A.
[0070] This displacement makes it possible to tighten in an
integral manner the first and second discs 151A and 153A between
the first surface of the first piston 155A and the stop 159A, so
that the first clutch 89A can be in closed position, i.e., in
engaged position.
[0071] The second clutch has a constitution and an operation
identical to the first clutch 89A.
[0072] It comprises first and second series of discs 151B and 153B
integral in rotation with the downstream ring 61 of the output
member 19 and with the internal ring 93 of the intermediate member
83, respectively, by flutes.
[0073] It comprises also a stop 159B, a second piston 155B having a
first contact surface with the second discs 153B and a second
contact surface facing the bottom of the second housing 101, and an
elastic element 157B.
[0074] The second piston 155B closes the second housing 101 in a
sealed manner.
[0075] The elastic element 157B is supported, on the one hand, on a
surface of the second piston 155B opposite its second surface, and
on the other hand, on a support 161B integral with the support ring
95 of the intermediate member 83.
[0076] Like for the first clutch 89A, the elastic element 157B
maintains, at rest, the second surface of the piston 155B in
contact with the bottom of the housing 101, and consequently, the
first and second discs 151B and 153B apart from each other. The
second clutch 89B is thus naturally in open position, i.e., it is
naturally in unclutched position.
[0077] Further, the second clutch 89B is of the "wet" type. The
second piston 155B is movable axially toward the upstream side
under the action of the pressure of the fluid which flows into the
second housing 101, so that the second clutch 89B can be in closed
position, i.e., engaged.
[0078] The first and second clutches 89A and 89B are mounted
coaxially and concentrically, such that the dimensions of the
transmission unit along the axis X-X' is minimal. This size is
smaller or substantially equal to that of a standard clutch element
of a mono-source drive vehicle.
[0079] Further, the first clutch 89A is disposed radially outside
of the second clutch 89B.
[0080] As shown on FIG. 3, the first and second clutches are
controlled selectively, lubricated, and cooled by a pressurized
fluid circulating through a first hydraulic control circuit 201 and
a second hydraulic lubrication/cooling circuit 203 from a source
205 of pressurized fluid common to these two circuits 201 and
203.
[0081] This source 205 of pressurized fluid comprises a pressure
generator 207, a pressure accumulator 209, an emission conduit 211
of pressurized fluid, and a discharge circuit 213.
[0082] The pressure generator 207 is constituted by a pump 215
whose input is connected hydraulically to a tank 217 of fluid. A
filtration element 219 (designated by "strainer") is interposed
between the tank 217 and the pump 215.
[0083] The output of the pump 215 is connected, on the one hand, to
the pressure accumulator 209, and on the other hand, to the
emission conduit 211. This output is equipped with a check valve
221 which prevents the pressurized fluid from being reintroduced
into the pump 215. In the example shown on FIG. 3, the pressure of
the fluid at the output of the pump 215 is substantially 40 bars,
for a flow rate of 1.4 liters per minute. In this example, the
clutches are dimensioned to transmit a maximal torque of 270
N.m.
[0084] The pressure accumulator 209 comprises a tank 223 of fluid
and an electrovalve 225 for coupling with the pressure generator
207 and the emission conduit 211. This electrovalve 225 operates
according to three modes.
[0085] In the receptor mode, the pressurized fluid circulates from
the pressure generator 207 toward the tank 223 to recharge the tank
223 with pressurized fluid. In an emitter mode, the pressurized
fluid circulates between the tank 223 and the emission conduit 211
to distribute pressurized fluid to the hydraulic circuits 201 and
203. Finally, in a neutral mode, the tank 223 is isolated from the
emission conduit 211.
[0086] The emission conduit 211 is equipped with a pressure sensor
227. The sensor 227 is connected electrically to a control unit 229
of the electrovalve 225 of the pressure accumulator 209. When the
pressure measured by the sensor 227 decreases below a threshold
value, the control unit 229 actuates the electrovalve 225 to supply
the emission conduit 211 with pressurized fluid from the
accumulator 209.
[0087] Further, the control unit 229 is connected electrically to
the motor of the pump 215 to actuate this pump 215 as a function of
the pressure measured by the sensor 227. Thus, when the pressure in
the conduit 211 decreases below a threshold value, the pump 215 is
actuated and the electrovalve 225 is opened to recharge the
pressure accumulator 209 with pressurized fluid.
[0088] Further, the emission conduit 211 is connected hydraulically
to the discharge circuit 214. This discharge circuit 213 comprises
a security valve 231 whose input is connected to the emission
conduit 211 and whose output is connected to the tank 217. Beyond a
predetermined tare value (43 bars in the example shown on the
Figures), this valve 231 is opened and the pressurized fluid
circulates from the emission conduit 211 to the tank 217 to reduce
the pressure in this conduit 211 and in the first and second
hydraulic circuits 201 and 203.
[0089] The first hydraulic control circuit 201 is connected
hydraulically to the emission conduit 211. It comprises first and
second circuits 241A and 241B for supply of pressurized fluid to
the first and second housings 99 and 101, respectively, of the
intermediate member 83.
[0090] The first supply circuit 241A comprises a control
electrovalve 243A connected hydraulically to the emission conduit
211, a first channel 245A provided along a radial direction in the
hydraulic distributor 87, and a second channel 247A provided along
a radial direction in the intermediate member 83.
[0091] The first channel 245A comprises an input orifice connected
to the output of the control electrovalve 243A and an output
orifice which opens into the annular space between the hydraulic
distributor 87 and the intermediate member 83 (FIG. 2).
[0092] The second channel 247A comprises an input orifice on the
internal radial face of the support ring 95 facing the output
orifice of the first channel 245A, and an output orifice which
opens into the first piston housing 99.
[0093] The electrovalve 243A is driven by the control unit 229 to
control the pressure in the piston housing 99 over a continuum of
values in a predetermined range (for example, from 0 to 11
bars).
[0094] Thus, it is possible to drive the clutch 89A to obtain a
progressive tightening of the discs 151A and 153A.
[0095] By reference to FIG. 3, the second supply circuit 241B
comprises a control electrovalve 243B connected hydraulically to
the emission conduit 211, a third channel 245B provided along a
radial direction in the hydraulic distributor 87, and a fourth
channel 247B provided along a radial direction in the intermediate
member 83.
[0096] The third channel 245B comprises an input orifice connected
to the output of the control electrovalve 243B and an output
orifice which opens into the annular space between the hydraulic
distributor 87 and the intermediate member 83 (FIG. 2). The third
channel 245B is shifted radially with respect to the first channel
245A.
[0097] The fourth channel 247B comprises an input orifice on the
internal radial face of the support ring 95 facing the output
orifice of the third channel and an output orifice which opens into
the second piston housing 101.
[0098] The electrovalve 243B is driven by the control unit to
control the pressure in the piston housing 99 over a continuum of
values in a predetermined range (for example, from 0 to 11
bars).
[0099] Thus, it is possible to drive the second clutch 89B to
obtain a progressive tightening of the discs 151B and 153B.
[0100] By reference to FIG. 3, the lubrication/cooling circuit 203
comprises a control electrovalve 261 connected hydraulically to the
emission conduit 211. This electrovalve 261 is of the "all or
nothing" type, i.e., it has two operating modes, open or closed.
Further, this circuit 203 comprises a first conduit 263C and a
second conduit 263D.
[0101] A security valve 264 is interposed between the emission
conduit 211 and the electrovalve 261. This valve 264 makes it
possible to avoid, at the time of opening the electrovalve 261, a
pressure drop in the emission conduit 211, and thus the sudden
opening of one or the other of the two clutches 89A, 89B initially
closed by the pressurization of the housings 99, 101 from the
emission conduit 211.
[0102] The first conduit 263C comprises a fifth radial channel
265C. This fifth channel 265C is provided in the distributor 87. It
connects hydraulically the output of the electrovalve 261 to a
radial output orifice which opens into the annular space between
the hydraulic distributor 87 and the gear box shaft 13 (FIG.
1).
[0103] The first conduit comprises further a sixth internal channel
267C along the axis X-X'. This sixth channel 267C is provided in
the gear box shaft 13. It comprises a radial supply orifice on its
external radial face, facing the radial output orifice of the fifth
channel 265C, and an axial orifice 269C on the upstream axial face
of this shaft 13 (FIG. 2).
[0104] Further, by reference to FIG. 3, the second conduit 263D
comprises a seventh axial channel 265D. This channel 265D is
provided in the hydraulic distributor 87 along a direction parallel
to the axis X-X'. It connects hydraulically the fifth channel 265C
to a radial output orifice into the annular space between the
hydraulic distributor 87 and the intermediate member 83 (FIG.
2).
[0105] This second conduit 263D comprises further an eight internal
radial channel 267D. This channel 267D is provided in the
intermediate member 83. It comprises a radial supply orifice on the
internal radial face of the support ring 95 facing the radial
output orifice of the seventh axial channel 265D of the distributor
87. It comprises further an output orifice on the external radial
face of the support ring 95. This output orifice 269D is shifted
axially toward the upstream side with respect to the second piston
housing 101.
[0106] When a cooling and lubrication cycle of the clutches 89A,
89B must be performed, the control unit 229 drives the pump 215 and
opens the electrovalve 261.
[0107] The lubrication and the cooling of the first clutch 89A are
ensured by the circulation of the fluid from the emission conduit
211, through successively the valve 264 if the pressure in said
emission conduit 211 is higher than a predetermined tare value of
the valve 264 (38 bars in the example shown on the Figures), the
electrovalve 261 set in open position, the fifth channel 265C, the
sixth channel 267C, the axial orifice 269C of the gear box shaft
13, then the bearing 43, until the first space 271C formed between
the input member 15, and the output member 19, the intermediate
member 83, and the first piston 155A, and finally through the discs
151A and 153A of the first clutch 89A.
[0108] The lubrication and the cooling of the second clutch 89B are
ensured by the circulation of the fluid from the emission conduit
211, through successively the valve 264 if the pressure in the
conduit 211 is higher than a predetermined tare value of the valve
264 (38 bars in the example shown on the Figures), the electrovalve
261 set in open position, the seventh channel 265D, the eight
channel 267D, the output orifice 269D until the second space 271D
delimited by the support ring 95 of the intermediate member 83, the
second piston 155B, and the output member 19, and finally through
the discs 151B and 153B of the second clutch 89B.
[0109] Further, the space 271D is in hydraulic communication with
the space 271C via the second clutch 89B.
[0110] Further, the two casing half-shells 65 and 67, the sealing
lid 45, the input member 15, the coupling member 85, and the gear
box shaft 13 define a sealed housing 69 for the cooling and
lubrication fluid.
[0111] The lubrication and the cooling of the transmission means
constituted by the toothed wheel 123 of the coupling member 85, the
morse chain 135, and the toothed wheel 121 of the intermediate
member 83, are ensured by aspersion of the lubrication and cooling
fluid which flows out of the first space 271C through the first and
second discs 151A and 153A of the first clutch 89A.
[0112] For example, the operation of the transmission element
according to the invention, when a motor vehicle according to the
invention is started in movement, will be described.
[0113] In a first time period, the vehicle can be started in
movement with the help of the electrical machine 14.
[0114] The electrovalve 243B is actuated to supply the second
supply circuit 241B with pressurized fluid. By reference to FIG. 2,
the fluid pressure in the third channel 245B of the hydraulic
distributor 87, then in the fourth channel 247B of the intermediate
member 83, and consequently in the second housing 101 of the second
piston 155B, increases.
[0115] Under the effect of this pressure increase, a force is
applied on the second surface of the second piston 155B. this force
is higher than the return force of the elastic element 157B and the
second piston 155B is moved axially toward the upstream side. The
first and second discs 151B and 153B of the second clutch 89B are
made progressively integral with each other, in accordance with the
pressure in the housing 101 controlled by the control unit 229.
Thus, the second clutch 89B is progressively closed or engaged.
[0116] An electric supply is provided to the stator 27 which drives
in rotation the rotor 26 and consequently, the coupling member 85.
This rotational movement is transmitted to the intermediate member
83 by the morse chain 135.
[0117] The second clutch 89B being closed, the rotational movement
of the intermediate member 83 is transmitted to the output member
19. This output member 19 drives in rotation about the axis X-X'
the gear box shaft 13 and consequently, if a gear is engaged, the
wheels of the vehicle.
[0118] When the vehicle reaches a predetermined speed, the thermal
engine can be started with the help of the electrical machine.
[0119] The electrovalve 243A is then actuated to supply the first
supply circuit 241A with pressurized fluid. By reference to FIG. 2,
the fluid pressure in the first channel 245A of the hydraulic
distributor 87, then in the second channel 247A of the intermediate
member 83, and consequently in the first housing 99 of the first
piston 155A, increases.
[0120] Under the effect of this pressure increase, a force is
applied on the second surface of the first piston 155A. This force
is higher than the return force of the elastic element 157A. The
first piston 155A then moves axially toward the upstream.
[0121] Consequently, the first and second discs 151A and 153A are
tightened progressively in accordance with the pressure in the
housing 99 controlled by the external control unit 229 between the
first surface of the first piston 155A and the stop 159A. Thus, the
first clutch 89A is progressively closed or engaged.
[0122] The electrical machine 14 being still supplied, the movement
in rotation of the intermediate member 83 is transmitted to the
input member by the first clutch 89A.
[0123] The input member 15 drives in rotation the damping device
23, the flywheel 22, and consequently, the crankshaft 11 of the
thermal engine.
[0124] When this engine has reached a sufficient engine speed, the
injection and combustion of fuel in the pistons are started.
[0125] At that instant, the electric supply of the electrical
machine 14 can be cut. The movement in rotation of the intermediate
member 83 is transmitted to the coupling member 85 by the morse
chain 135. This rotation of the coupling member drives in rotation
the rotor 26 for a possible production of electric energy which is
collected at the terminals of the stator 27.
[0126] During all these operations, the lubrication and the cooling
of the first and second clutches 89A and 89B, as well as of the
intermediate member 83, of the morse chain 135, and of the coupling
member 85, are ensured by the circulation of a lubrication and
cooling fluid through the electrovalve 261, and the first and
second conduits 263C and 263D as described above.
[0127] Further, the input member 15, the first and second clutches
89A and 89B, the intermediate member 83, the hydraulic distributor
87 and the output member 19 are part of a module arranged as a
single unit in the housing 69 of the clutch casing 21. This casing
21 can be easily adapted on a transmission chain of a mono-source
drive vehicle.
[0128] As a variant, the clutches 89A and 89B can both be naturally
closed, i.e., naturally engaged, or one naturally closed and the
other naturally open.
[0129] Thanks to the invention which has just been described, it is
possible to obtain a particularly compact transmission element.
This element makes it possible to install a traction chain of the
parallel hybrid type on a vehicle with a standard configuration of
the transmission, and conversely, without major modifications of
the other elements of the traction chain, in particular of the
thermal motor and of the gear box which stay in the same place.
[0130] This transmission element is available in the form of an
independent module, arranged as one unit, which facilitates its
assembly.
* * * * *